Train-stopping system.



A., s. ai H. MAINARDI. TRAIN ySTOPPING SYSTEM. APPLIUA-TION FILED-DBO. 5, 1913.

1,131,536, Patented Mar. 9, 1915.

l 10 SHEETS-SHEET l. f f f x.' I lf3 n v w N/ l A., S. & H.. MAINARDL TRAIN STOPPING SYSTEM., APPLIOATION FILED 1350.5. 1913.l

Patented Mar. 9, 1915.

10 SHEETS-SHEET 2.

WW Q/ /Ii Mainarda'.

A., S. &' H. MAINARDI. TRAIN sToPPING SYSTEM.

APPLIOATION. FILED DEC. 5, 1913. 1,131,536.

Patented Mar. 9,1915.

10 SHEETS-'fSHEBT 3.

A., S. & H. MAINARDI. TRAIN momma SYSTEM.

APPLICAII N FILED DEC b 1913 Patenm Marl 9 1'3 EHBETHHEET 4.

w @fi/@5m A.,. s. @L H. MAINAR TRAIN STOPPING SYSTEM. APPLICATION FILED DEO. 5, 1913, 1,1 31,536. Patented Mar. 9, 1915 10 SHEETS-SHEET 5.

A., s'. 1 H. MAINARDI. TRAIN STOPPING `SYSTEM. APPLICATION FILED DEO. 5. 1913 10 SHEETS-*SHEET U.

aww/Moz@ Patented M3129-, 1915.

A., s; L H. MAINARDI. TRAIN sToPPING SYS/TBM'.

4 .APVPLIOATIOIIy FILED DEO. 5. 1913. Mar. 9,

l0 SHEETS-SHEET 7.

,ffy/a fg@ J7,

@Mig-@ A., S'. & H; MAINARDI'. TRAIN STOPPING SYSTEM.

APPLICATION FILED 111:0,.5. 1913` Patented Mar.'9;19,15.

. 1o slums-SHEET a.

l v /MaL'n/ard.

5 Mainardi). #Main/@761,11

A., s. L H. MAINARDI. TRAIN STOPBING SYSTEM.

, APPLICATION FILED DBC. 5.1913. 1,131,536.

l Patented Mar. 9, 1915.

10 SHEETS-SHEET 9.

y @Mw/tow /Z Mainarda WMV* www

A.. s. E H. MAINARDI. TRAIN STOPPING SYSTEM.

uNiTED STATES PATENT oEEicE.

ANGELO MAINABDI, 'SEVERINO miNAnzoi, AND

HENRY' MAINARDI, OF- PATERSON,

"NEW JERSEY, AssieNoEs or ONE-FIFTH To JOHN MAINAEDI 'AND ONE-FIFTH To vITTOniO iimiiiiiismi, BOTH OE PATEnsON, NEW JERsEY.

TBAIN-STOPPING SYSTEM.-

Specication of Letters Patent.

Patented Mar. 9,1915.

-Apjucanon ieapnecember 5, i913, serial No. 804,815.

To all whom it may concern.: Be 1t known that we, ANGELO MAINAEDI,

SEVERINO MAINARDI, and HENRY MAiNARDi,

subjects of the King of. Italy, residing at Paterson, in the county of. Passaic and State of New Jersey, have invented new and useful, Improvements in Train-Stopping -Systion. A

This invention' relates to improvements in automatic train stopping 'systems and has particular application to an electrically controlled system of this type. l

In carrying out the present invention, it is our purpose to provide a 'system of the class described whereby head .onand rear end collisions will be prevented; the danger of runningA into open switches and collisions between trains onthe main line and those `passing from a siding or branch line onto the main line eliminated; collisions4 at grade crossings` and 'highwaycrossing avoided; and whereby a station agent may bring any With-the above and other objects in view,-

the'invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the Ascope ofthe claims.

In the accompanying drawings; Figure 1 is a diagrammatic view of a train stopping system constructed in accordance with the presentl invention. Fig. l2 is a similar view of the car carried devices. Fig. 3 is a'plan view of one of' the car carried devices showing the same-.on an enlarged scale. Fig. 4 is a diagrammatic view showing the means i for protecting a section gang working on the trackway. Fig. 5 is a 'diagrammatic view 'e showing the arrangement of theA circuits at a siding switch. Fig. 6-is Aa similar view showing the circuit connections at the switch of a'branch line. Fig. 7 is -a plan view of' the railway switch controlled circuit closer. Fig. 8 is a diagrammatic view showingthe arrangement of the cifrnts ata highway crossing. Fig. 9 is ai planviewof the'alar'r'n i devices controlled by the highway gate.

tems,.of which'the following is a specifica' Fig. 10 is a. view in elevation of the gate operated switches. Fig.'11 is aJ diagrammatic view showing the circuit Aconnections at the grade crossing of single track railroads. Fig. 12 is a similar viewr showing the arrangement ofthe circuits at the grade crossing of double railroads. Fig. 13 is a diagrammatic .view showing the station agents controlling circuits. Fig. 14 -is a view in front elevation showing the arrangement of switches within each station. Fig. 15 is a view insside elevation of one ofthe switches. Fig. 16 is ahorizontal sectional view thfiugh the casing of' the mechanism of the hrghway gate showing the gate controlled switches in' top plan. Fig. 17 is a vertical sectional view through the gate controlle'cl'switches. Fig. 18 is a plan view of the railway switch coLrolled circuit closerv located at the siding switch. Fig. 19 is a` fragmentary plan view' of a detail thereof. Fig. 20 is a longitudinalsectional view through the detail shown in Fig. 20. Fig.

21 is a transverse sectional View through the device illustrated in Fig. 3.

Referring now to the drawings in detail, 1,1 designate parallel lines of rails forming the trackway, while 2, 3' designate a feeder' and return wire respectively connected'with a suitable source ofv electrical energy. Ar-v ranged longitudinally of the trackway and, in the present instance, disposed between the' lines of rails thereof is-a set of contact rails v4, alternate rails of the set 4 being connected with the feeder -2 by means of wires 5, while the remaining contact rails areV connected with the return wire 3 by wayof wires 6, the confronting ends of the contact rails being appropriately spaced apart. In this instance, the set of contact rails'l 4 is disposedadjacent' to the treadside of one line` of' rails 1, while a second set. of contact rails 7 are disposed adjacent: to theltreadside of the opposite line of' rails and cooperates with the .set 4. Each contact rail of the sets 7 is of a length' equal tothe combined lengths of two contact rails of the. set 4 and one 4rail "Zi's disposed alongside of every two rails of the'set 4 connected withxthe 'feederY 2 and the return wire 3.- Adjacent'to. the setiv connected with the feeder and returnwiresV 2, 3 respectively, while the rails ofthe set .11 are staggered relatively to those of the set 7.

In this embodiment of our invention, the car carried stopping mechanism comprises a substantially rectangular block 12 mounted for sliding movement within guides 13,- 13 and connected through the medium of a rod -1&1 with a crank or eccentric on a revolving element of the motor car.

' .Slidably mounted within the guides 13, 13 .in advanceof the block l2 is a cross head 15 tions, the block 12 reciprocates within the guides 13, 13 under the action of the rod 14 and the rotatingfpart of the motor car and the poles of the magnets 16, -17 are space-d aV suitable distance from the end of the path of movement of the block so that the cross head andthe rod 19 are uninfluenced by the sliding block. 0n the other hand, when one or the other magnets 16, 17 is energized, the' pole face thereof is drawn into engagement with the armature 18 on the adjacent end of the block 12 so that the cross head and the lblock are, in effect, rigidly connected together. When this connection is established the` rod 19 slides back and forth under the actionof the cross headz and the block and `in its initiall movement closes the throttle valve and manipulates the engineers brake valve to cause a reductionin the pressure in the train line air pipe. i

Depending from the under surface 'of the motor vcar and spaced apart transversely thereof are yokes 21 and journaled in horizontally balining bearings carried by each yoke is an axle upon which is fixed a Wheel 22 designed to act as a current collector. The wheels 22 correspon in number to the number of sets olf'geontact rails along the trackway and the {peripheries thereof bear upon the respective lines of vContact rails. Disposed within the cab of the locomotive lWithin convenient reach of the engineer are switches 23, 2 4, each'comprising a blade 25 pivotedas at 26, and contacts 27, 2.8disposed at opposite sides of the blade in the to a standstill as soon as the respectivecon-y path of movement thereof. Each yolte 21 is equipped with a binding screw 29am from the binding screw 29 of the yolrefc-arrying the wheel bearing upon the set of contact l rails a leads a conductor 30 terminally conit -nected to the pivot 26 of the blade of the switch 23. Leading 'from the contact 28 of the switch 23 is a wire 31 extending through the Winding of the magnet 16 and connected! to the binding screw of the yoke carrying ft the 4wheel bearing upon the set of contactA rails 7. From the .binding screw of the yoke carrying the wheel bearing upon the set of contact rails 8 leads a wire 32 tapped onto the pivotypoint of the blade 25 of the. switch. 24, while a Wire, v33 extendsfrom the contact 28 of the switch24 through the winding of Athe magnet 17 and isi-connected with the binding post of the yoke vcarrying thewheel 22 bearing upon the set of contact rails 11. From the contact 27.? of the switch 23y leadsa wire 34 tapped onto the binding screw of the wire 31, While from the contact 2701i the switch 24 leads a wire 35 connected with the binding post of the'avire 33. y y

In operation, assuming two trains to be -approachingeach other 'as illustra-ted 'diagrammatically in Fig. l 'by the trains T and T, the trains T and T will be brought Atact rollers 22 thereon ride into engagement with the same contact vrail ofthe setll, the'electric current flowing from the feeder 2 by way ofl the respective wire 9, a contact rail of the section 8, through the wirev 32 connected with the respective contact roller of the train T, the switch blade 25 of ico lthe switch 24, the contact 28, the wire 33 and ma et 17, the contact roller 22 bearing upon the contact rail of the set 11 and then los back to the ,return wire 3 by way of the contact roller 22 of the train T', the .wire

,33 and magnet 17', the contact 28 and switch blade 25,the wire 32, contact roller 227bea'r- `ing upon the contact rail of the set 8 and 11@ late the engineers brake valve as previously contact roller 22 bearing upon the respective. 'ma

' Contact rail 'of` the set 7, the yroller 22 et I' vthe train T2 bearing on such contact rail of the set 7, wire 3,1 and winding ot'magnet 16,

contact 28' and switchblade 25 of the switch 23', Wire 30 and thenback to the return wiie 3 by way of the contactroller 22, contact rail of the set 4 and wire '6. lThus, the niagnets 16, 16 on the trains T and T2 will be energized with the eiiect to bring such trains to a. standstill, it ot course being understoodthat the magnets 16, '16 are not ener-.l -gized until the respective contact'rollers QQ on the trains T and yT2 engage the sainevl Contact rail of the set 7.

. 4in both directions. In the present instance,l

thisl device comprises a beam 36 provided adjacent to its opposite ends 'with handlesl 37, 37 and formed with a seriesot a'pertures 88 spaced apart distances equal to the' dis-"` Normally, the blades ofthe switches 23 and 24 on'each motor car are in engagement with the respective contacts Q8 so that for the current 'so that the magnet on the other train will-remain energized. For instance, should the engineer ot the train T, after being advised that the train vT2 is ai- ;tcllowing train, desire to proceed, such eugiiieer throws the: blade Q5 ot the switch- 23 into enga. \enientl with the contact, 27 thereby breaking the continuity oi.:l the circuit of the magnet 16".and denergizing the latter and'establishing a path for the current around the magnet 16 by way ot the conductors and 35 connected with. the saine Contact rollers as the conductors feeding the magnet 16. Thus, the stopping mechanism on the train T will be rendered inactive while that on the train T2 will be4 T may.

maintained active so thatthe train move out of the dangerzcne.

' In Fig. 4 of the drawings, we have illustiated a device whereby section handsworlting on the tia'ckway will ybe vprotected against trains operating over the 'tracl'rway .tances betweenthe sets of Contact ra-ils 4, 8,

jeo

11 and 7. Disposed A within each aperture '38 is a conducting rod 39 having the lower end thereof equipped `with a yoke 440, the

wardly of each other to torni -anentrance mouth 41. Connected to theu'pper evtremities of the innermost conducting :rods-89 are' v series auf electromagnet 43, while yconnected to the upper ends of the outermost conducting rods 39 are thetermin'als of 'a conductor 44 including in series a magnet 45. vEach electiomagnet-43, 45l is arranged within a casing 46' carried bythe beam'36 and also disposed Within each casing is a local lcircuit including a battery 47 anda bell 48 and having the opposite terminals thereof connected Iwith overlapping springv contact strips 49 normally spaced apart.

Uponthe lower extremities of the strip49 is I an armature l50 disposed within the infiuence of the respective magnet. In the-useof the device illustrated in Fig. 4, the yoked ends of the conducting rods'39 are engaged with the respective rails of the sets 4, `8, 11 and 7 and should a trainapproach the devicel from one direction" the circuit will be` closed through the magnet 45 whereby the' local. circuit wit-hin `the respective casing 46 vwill be closed andthe bell sounded.' Should the train vapproach the device from theV opposite direction the circuitwill be closed through the magnet 43 whereby the l cal circuit'.A

within the other casing will b closedI and thel bell sounded, current iiow' g through4 these various circuits substantiallyv aspreviously described.

Tn Fig., of the drawings, .we have .shown throwing rod 51 ,has control of a circuit closercomprising a stationary block 52 suitably7 fastened totheroad bedJof a track tiek and -a movable 4block 58 fastened to the switch throwing rod andniovable'toward and away from t-he block .Secured to one face otthe block 52 are jacks- 54, 55,.

whilecarried by the confronting-face of the .95'. an arrangement'for protecting cars'a-t siding.. switches and in `this inst-ance, the switch ico block 58 are plugs 56, 57 adapted Ito ell-,

gage the jacks 54, 55 respectivel)7 when theswitch is open to the siding. The sets ofA -contact rails4, 8, 11 and 'T are split at'tho switch and leading from the adjacent. rail of the set 8 in advance of the switch point is a wire 58 connectedwitli the adjacent jack 54 while leading from such jack is va wireconnected with the'adjacent Contact I iail of the set 11. Attlieopposite side of the switch the adjacent rail of the set 4 is connectedby way of a wire with `the -.,j`ack'55, while aL second wire 61 leads from `the last-mentioned jack 4and connects with the adjacent rail of the set 11,the sections.

to each other by way ofa wire 62 so that the. electrical continuity 4of the split rod will be unbroken. llVhen the switch point.-

` is thrown to yopen the.siding to the main opposite limbs of the yoke diverging out- 128 v'of the split rail of the selL .7 being connected line, the block' 53 moves toward the block ,thereby .placing the adjacent' rails of the sets 8 and 11 in advance" of the switchaiid the adjacentrails of the sets 4 and 11 beyond the switch in electrical communication with one another. Thus, should a train approach the open switch on the main line the. magnet 17 of such train will be ener gized incident to the contact'rollers connectu' I'. ed with suc'h magnet ridingv onto the respective .contact rails of the sets 8 and 11,

current iiowing. from. the feeder, through the wire 9, the respective rail otthe set 8,

L. of the set the Lmagnets, the .respective ra 11, the wire 59, the bridged jack 54, the j wire 58 and back to the return wire by way of the respective section of the set 8 and v L t the wire 10. Under the same circumstances should atrain approach the switch from y l Q the rear the Vcircuit will be closed through v. the magnet 17 on such train incident to the contact wheels connected with such magnet engaging the contactrails of the-sets 8 and '11 adjacent to the switch, current flowing from the feeder, through .the wire 9, the re- `-Spective contact rail of the set 8, the magnet,

'the Contact rail ofthe set 11, the wire 61, the

bridged jack 55 and the wire 60 connected with the respective contact rail of the set 4.

, In Fig. 6 of the drawingsthere is shown an.arrange1ne1it for protecting traic at a switch leading from the. main line to a branch line and in this form of the invention, the switch throwing bar 63' controls a circuit closer comprising a base 64 fastened to a suitable stationary support yand ar- 66. appropriately spaced apart, while de- 'pending from the switch throwing bar and l movable with the switch throwing bar 63.'

suitably secured thereto is a block 67 .dis-l posed between the blocks 65 and 66 .and

, One face of the block 6 5 -isfequipped with [a jack 68 adapted'to be engaged by a plug "'69, carried by the confronting face of the block 67, when the switch throwing bar Ais moved-to close the switch. Secured to the f inner face of the. block66 are jacks 70, 71

adapted to be engaged by plugs 72, 72, carried bythe confronting face of the block 67, when@ the switch point is moved to open `4 position.V The sets of contact rails of the` main line are split at the-switch, while the I sets of contact rails of the branch line terthe set 7 of the main line are electrically Q :connected with each other by means of a wire 73 and tapped onto such wire 73 is a minate in proximity to the switch and the vsplit sections of the respective contact rail of wiref74- connected with the Aadjacent contact-rail of the set 7 ofthe branch line.

.Leading fromthe adjacentcontact rails of ''f' 'the' setsll 4and '8 of the branch line are 1 conductors 7 5, 76 respectivelyterminating in' the .jack 68v on the block 65, while tapped onto the conductor 76, .is a conductor cone'.

ranged transversely of the trackway below the'switch throwing bar 63. Adjacent to theV opposite ends'of the base 64 are blocks 65,

nected with the return wire 3. .Connected withv the respective contact rail of the set 11 in advance of the switch is a conductor 78 terminating in the jack 71 on the block 66 and leading from the jack is aconductor 79 connected with the common return wire. From the jack' 70 leads a conductor 8O tapped onto the respective contact rail of theset 11 beyond the switch, while connectinggthe jack 70 with'the common return wire is a conductor 81.-

cated'v in Fig. 6, the plugs l72, 72 on the l 4 t 4 'Thus, when the 'switch 1s open to the branch line as inditil'o`ckj67 are in engagement with the jacks y 70,371 on the block 66 of the circuit closer so that a train approaching the open switch from the rear will be brought to a standstill when passing over the second contact. rail of thev set 8 from the switch, current Howin'g from the feeder, through such rail, therespective :magnet on the motor car, the'rethrough the respective magnet on the train, Y

the Contact rail of the set kl1, the wire 78, thebridged jack 71, and back to the common return wire by way of the wire 79.-

On the other hand, when the switch is closed to thebranch line, the plug 69 is in engagev Inent with the jack 68 on the block 65 so thatl should a train approach the closed switch from the branch line, such train will be; automatically stopped upon passing over the contact rail of the set 8 from the switch, current owing from the feeder,

2, through the wire 9'into such contactrail through the particular magnet on the motor car, the coperating contact rail ofthe set 11, the wire 75, the bridged jack 68, the respective portion of' the conductor 76 and back tothe return wire, 3 lby way of the wire 77. Should two trains approach the switch' simultaneously, one of such trains operating on the main line and the otherl train on the branch line, both trains will be stopped owing to the connections between the contact rail of the set 7 of the siding and the similar rail of the set 7 ofthe main line, current flowing from the feeder, through the contact rail of the set 4 of the branch line,

the respective magnet of the motor car-on the branch line, thelconta'ct rail of the-set 7, the wire 74 and the respective portion of the wire 73, the contact :rail of the-set 7 on the main line in yadvance of the switch-,through ',fthe'respectivemagnet 'of the motor ,car on the main line and then back to the return wire by way of the contact rail of the set 4 in advance of the switch and the wire 6.

At highway crossings, the sets of contact rails of the trackway are split and terminate at eachside ot the crossing, as illustrated in Fig. 8, 'and t-he ,crossing gate controls a circuit closer comprising a disk 82 journaled upon a. horizontal shaft within the casing of lthe gate and connected through the medium of a belt 83 with a pulley 8i lkeyed to the shaft of the gate, and pairs of contacts 85, 86 tast upon a base board 87 secured to one side wall of the casing, the contacts of each pair 85, 86 being spaced apart from each other. Fixed upon the opposite faces of the disk 82 are bridging str ips 88, 89 adapted when the disk 82 is moved under the action of the disk 8i to bridge the contacts of the pairs 85, 86, respectively. Normally,- that. is when the gate-is elevated or in inactive position, the bridging strips 88, 89 bridge the contacts of the pairs and 86 while when the gate is lowered mot-ion is transmitted to the disk 82 through the nie\VK diuin of the disk 8a and-belt 88 disengaging the bridging strips from the c" ntacts Located at the crossing is the gatekeepers housing 90 and within such housing is ay base bran-d 91 equipped with two electric bells 92, 93, each connected in a local circuit 91 in.Y cluding a suitable source of energy as a battei-y and terminating in overlapping spring contacts 96 normally spaced apart. @ne of the contacts 96 is equipped with an armature 97 disposed within the iniiuence oit a vmagnet 98.` The magnet 98 controlling the local circuit of thel bell 92 has one terminal. connected to one of the contacts of the pair 85 and the opposite terminal connected with the common return wire 3, while leading from'the remaining contact of the pair 85 is a conductor 99 tapped onto the contact rail ot' the set 7 at one Side of the crossing. From the contact rail of the set 7 at the opposite side of the crossing leads a conductor 100 connected to one of the contacts ot' the pair 86, and fromy the remaining contact of the pair 86 leads a conductor 101 extending through the winding of the magnet 98 controlling the bell 98 and tapped onto the common return wire. By means of this construction, it will be seen that should a train approach the crossing from the right in Fig. 8 and the gate remain open, such train will be brought, to a standstill when the, respective contact roller thereon rides into engagement with the second conductor rail of the set 'trom the crossing, current flowing from the feeder, through the respective conductor rail. the respective magnet on the car, the conductor rail of the set i', the conductor 99, the bridged contacts and then through the winding of the magnet 98 controlling the bell 9 3 and back to the corinne-n' return' wire. rThus, the local circuit of the bell 9i will be closed and the gateman advised of the stopping of the train and the position or" the gate. On the other hand., should the gate be down, the circuit, just described, will be brolten and the train permitted to pass the highway. Should .the train be traveling in the reverse direction and the gate Open the bell 92 will be sounded, as will be readily understood from Fig. 8, the pair of cont-acts 86 being bridged by the bridging strip 89 on the disk 82.

At grade crossings of single'track railways, we connect certain oit the various sets ofv Contact rails oi' the trackways as illustrated in Fig. 11. In this figure, A and designate the intersecting lines ot' the railways and, as illustrated, the common return 'wire 3 o1 the trackway B is connected with the similar wire of the trackway A, while the feeders of the two railways are also connected to each other. rlhe contact rails of the sets '-1 of the two railways at one side yof the crossing are joined together' at the point of. intersection as at 102, while the contact railsof the set 8 at the point oi' intersection at oneside of the crossing are joined together as at"198` Likewise, the contact rails of the sets T andillaat the opposite side of the crossing are joinedV together as at 10iand respectively. The remaining contact rails oi'l the sets at and of each rail-- way are joined to the adjacent contact rails of the sets T and 1-1 respectively of the other trackway, as at 106 and 107', while the joined contact rails of the sets 11 at one side of the crossing" are connected to the jo? I.ed cantaor rails of the sets 8 at the opposinl sichA of the crossing as at 108. By means of this arrangement a train approaching the'crossing upon either trackway will be automatically brought to a stop in the event of a train approaching the crossing upon the other ,trackway. The contact rail of the set 8 of the trackway B joined to the contact railoiE the set 8 of the trackwaya'ji is connected by way' of a wire 111 with the Contact rail of the set 11 at the rear thereof. To illustrate, should a train be moving along the trackway B in the direction of the arrow 109 and a car or train moving along the trackway A in the direction of the arrow 110, the two trains will be brought to a standstill, the current tiowing as follows, from the feeder 2, through the contact rail of the set oi the trackway B, the respective magnet of ,the motor car on the trackway B, the respective section of the conductor of the set 11, the. wire 111, the respective conductor of the set- 8, the wire E08, the resil'iectivecoir ductor rail of the set 11 ot the trackway A, the respective magnet ot the car on the rackway .a and theo ba ck to the common rnjwire by w the' respective contact `8 'the 'cond ion between the latter ing.

trackway B in a direction'opposite' the` ar' will be; brought-,to a` 'outer sets of contact' row 109, such trains standstill when the lrollers thereof engage the Contact rails of the sets ,4land 7 immediately adjacent to the point of intersection'. of 'the trackway, 'current iowing from the .feeder 2, tothe trackway contact rail of the set 4, the particular magnet on the train operating over the track-k Way A, the'contact rail of the set 7, the Contact rail of the set 4 bf thetrackway B connected'w'ith the first-mentioned rail of the set 7, through the particular magnet on the train operating over the trackway B, thecontactA rail of the set 7, andback to the return wire 3 b-y way of the wire connecting the last-mentioned contact rail with such return conductor."

AIn Fig. 12 of the drawings, we have illustrated the connection between the various sets 'of contact rails of two double track rail.

roadsat a grade crossing. In this gure 112 designates the lin'es of rails of one road-for trainsy traveling in one direction and 113 indicates the lines of rails for trains traveling in the opposite directionv over the' same road, while 114 designates thelines ofv rails of the other road for'trains traveling inone direction and -115 the lines of rails of the last-named road for trains traveling' in the opposite direction. In this embodiment of the invention, the contact rails ofthe sets of the various trackways areeliminated at the point of intersection and the contact rail of the set 7 of thetrackway`112 at onehside of the crossing is connected by way of a wire 116 with the contact rail of the set 7 of the trackway 114 at the remote side of the cross- Similarly, Of the trackway 115 at onevside of the crossing is connected with the contact railof the set 7 of the trackway 113 by a wire 117 Likewise, the set of contact rails 11 of the trackway '112v is connected with the set of contact rails 11 ofthe trackway 115 by way of a wire 118, while the set of 'contact rails 11 of the trackway'113 at one side ofthe i crossing is connected with'the set of contact rails 11 ofthe trac'kway 114 at one'side of the'crossing by way of,v a conductor 119. Thus, it will' be seen that two trains traveling Valong the intersecting trackways and 'appreaching thec'rossing simultjeously will be automaticallyv brought 'ndstill so as to avoid a collision. Fo.. ce, should a train' be approaching th cr sing on the trackway-114 and moving lthe trackway 113 4in the direction of the arrow 121 both. trains will be brought to a.

diate'ly adjacent to the A, through the wire 5, theA outer` jturn wire.

the crossing on thetrackway'lltand a train the contact rail of the set 7 i .thedirection of the; arrow 120 and a train` traveling along'.-

'rollersl'of ,the train on thei trackway 114 bridge the rai-lsof the setsyS and 11 immecrossing and the contact wheels of the train on the trackway 113 bridge thecontactl rails of the sets'8'and 11 immediately adjacent to the crossing, /cur-v rent flowing'from the feeder, through-the contactrail of the set 8 of the trackway V113,-v the respective magnet of the mo or car, the" adjacent contact Irail' of the set 1l the 'wire 119, the respective rail of the set '11 offthe vv tr'ackway- 114, theresp'ective magnet of trackway and the adjacent concar on such tact rail ofthe set 8, back to the'coinmon re. Should a .train be.approachingv approaching the crossing on the trackway 112, the last-mentioned train traveling in a. direction opposite from the arrow 121, such tra-ins will be brought to astandstill as soon asthe outer set" of contact rollers of the train on the trackway 114 bridge the rails of the bridge the contactrails of the sets 4 and 7 ,immediately adjacent to thel cross-- ing, current lowingfrom the feeder-2*,parf

the

sets 4 and 7 1immediately adjacent to the i crossing and the contact wheels on the trackjway .112

allel with the trackw'ay 114 to the Contact f rail I of the set 4,` through the,A particular ina-ffnet on the train, the contact rail ofthev s et the"-\conductor 116, the contactrail of the set 7 ofthe trackway '112 connected with the conductor 116, through the particular-- magnet of the trainon' th'etrackway' 112," the corresponding Contact raill of the set4, and-back to the common return conductor 3. Trains approaching.y the crossing on' the trackways 113 andl 115 will be-.broughtl to a' standstill when the outer s'ets of contac/lg rollers thereof engage the contact railso the sets 4 and 7 immediately adjacent to the crossing, current flowing from the feeder 2, parallel withthe trackwayll, through the contact rail ofthe set 4 of th trackwayll" immediately in advance ofthe crossing, the particular magnet on the train,'the contact rail of the set 7, the Aconductor 117, the contact rail of connected with the last-mentioned--conductor, the particular magnet on thetrain -onthe trackway 113, the correspondin 'contact rail of the set 4 of the trackway glland back to the common returnconductor 3.v

In Fig. 13 of thedrawings, We hare illustrateda system of manual .control whereby a train operatingbetweentwostations may be brought to -af'stop by the operator in either station. In this'formof the invention, one end of each' contact railofthe sets 11 vand 7 between the stations is connected by Way of a conductor 122 with one Istation and the opposite end connected by way of a conductor 123 with the other sta.;

iis

tion Iandthe station end ofeachgconducto 13.

122, is oonneced with the pivot end of a si; tol-"knlade 121 movable into and out of engagemeiii'with a Contact 125, the contacts 125 of the switches within each station be lng coiiieeted by Way of a Wire 126 with ehe Coini'non return Wire 3. Thus, e. train upon any section of the'raciumy between tiro stations may be aiitoiiia'ieiilly brought i'io a standstill by the operator in eiher staytion. For etz-angie? should i train be in the Section Z of the '-rokway between ehe stritions and the operaor in the s'aion at the le of Fig'. .1/1- desire to stop such traiA i-he Switch Connected with the seductor 12; of *die coiiaet rail of 'ighe sul; i' Wihiii che seoiou il iS Closed here` 1y Current ioWs from the feeder, through the respeotie Contact -rziii of the Set #1, the `respective magnet on bhe train, Jche respective Contact rail of the set 7, the Wire 122, the Closed switch and beck the return Wire by Way of the Wire the oth-e hand5 should he operaor in The'satioii :U5 he righfv of Fig. 14e train in section f the respecif he conductor 123 connected not rail of the set. 'i' ri'ithiii wiosed whereby Current Hows o the .respeotiye soumet eccive Contact rail "L i 17H11 71131I o?? the en bank Le or 'the ".o. .l

"When .fi etfiion operator desires io sop a in :i periouhir se'ioii of he tracki' eoiiroi o1 he may To heil O' he Siri nh, and re-'urii Wir-e 'or way `a',\ 'by no .hess indiric'zi: ily', the sta- 'ermiiie 'upon which sec- 3 mese-nt, as

proceeds .'iieh enrresiiondii'ig; t(

From the iegoiiig ofmnfwriou with the z inge', t* cowirucion an ioii o1 r iii'iproi'efii trai wil be readily e'mmreut. that we h provided n trai i stopping ,2r

@om rfi beeld en RM1 ear emfgcoii- 0') sien-.s are l Y on 'the treckfvzil prf ooiispete automatic that the possibili muse Whatever prect l Vhiie We have hereifi shown. and described certain preferre :forms of our iiirention by Way of illustration, 'we wish it to be understood that we do not limit or Coiriiiie 'ourselves to the precise deiiis of censtrurtiou herein decribeif mm1 Cielinerri modicntion und .ziriiitioii .may Within Ythe soi of 'kho Ciiiiiis Ys" pei-'11mg from the An electric. b i1 Wire 19C so hzit .L '1e advised-'when *che tra.' 12u section of rzioi; n

it highway@ @roei wire wiLl be comi rail of the sei 'T of proaoh to the hie-hv will be Conneouef. itzr; the set 7 of the other treckiray .ni h

., "1 iii fetich "uw fa. n di Q. in. :i train skipping syse'zr.. iie eombb nation with :i ilrnekmijf. :i tors arranged loi'igiudimb vmji' and spaced :i imiter' with feed.

1o electricl circuit, a second lcooperating with the rst set and arranged to the length of two of said irst i5 and vparallel therewith, a third setiof con-- 60 from either direction,

rendered active.

3. In atrain stopping system, the combil nation with a trackway, of a set of conduc- 7 tors arranged longitudinally of the trackway and spacedapart and-connected alternately with vfeed .and return 'wires of an set 'of conductors longitudinally of the tracliwayjand spaced .apart and. each' of a length corresponding conductors ductorsv similar to said -'irst 'setya fourth set similar. to said. second set and staggered [relatively thereto and cooperating with said set, car carried current collectors designed to bridge the coperatingsets of. conductors and close the circuit therethrough when the cars are in` close proximity tovone another, a4 switch ladapted to connect said tracliway with a siding, car carried -stop- 2,5 ping mechanism under the control of said current collectors, and a'circuit closer under the controlof said switch for effecting connections between` certain of saidconductors at the opposite sides of the switch whereby thev car carried stopping mechanism`lo a' train approaching the switch in 'either direction will be rendered active.

4. 'In a'train stopping system, the combination with a trackway, of a set of conductors arranged longitudinally of the traclr' way and spaced apart and connected alternately with feed and return wires of an electricc'ircuit, a. 'second set of conductors cooperating with the first set and arranged longitudinally of apart and each of a length corresponding to the length o1- two of said first conductors aaid parallel therewith, 'a third set of conductors similar to said first set, a fourth set similar to said second set andV staggered relatively thereto and coperating with said third set, car carried current collectors designed to bridge' the cooperating sets of conductors and close the lcircuit therethrough when the cars are in close proximity to one another, a switch adapted to connect said traclrway with a` branch line, sets 'of conductors for the branch with those of said trackway, and meansl ior eecting connections between certain of said conductors at the opposite sides of said switch on said trackway whereby thecircuit will be closed through saidl current col lectois on a train approaching-the switch I and car carried stopping mechanism under current collectors.

5.111 a train; stopping system, the coinbination vwith -a `'tifaclzway, of a set of condiictors arranged longitudinally of' thetrack-y the trackway and spaced' gate,

and normally closed, connections between said 115v line corresponding the control of said.,

way and 'spaced apart and connected alterthe length of two of said first conductors and parallel therewith, a third set'of conductors'siinil-ar to said first set, a fourth set similar to said second set and staggeredrelatively thereto' and vcooperating.; with said third set, car carried current collectors designed to bridge 'the cooperating sets of conductors and close the circuit therethrough when the cars are in close .proximity to one another, car; carried stopping mechanism under the control of said current collectors,

line switch connected with said a branch sets of c'onductorsior the branch trackway,

yline corresponding with those of the trackway, and a switch controlled circuit closer *lor effecting connections between certain of said conductors at the opposite sides ofl said switch von said traclrway and between thel various sets oi' conductors oftlie branch line y whereby the `car carried stopping mechanism of a train approaching the switch from either direction'on said 'trackway and-from said.` branch line will be rendered active according `to the position of the switch.

6. ln a train stopping system, the combination with a trackway and a highway intersecting thesaine, of a set ,of conductors arranged longitudinally 'of the trackway and spaced apart and connected alternately with feed and return wires of an electric i circuit, second set of conductors coperating. with the iirst setand arranged longitu` dinally ofthe ,tracliway and spaced apart and each of a' length corresponding to the length of two of said rst'conductor's and parallel therewith, a third set of conductors similar to said first set,ja fourth set similar to said second setand staggered relatively thereto and cooperating withv said third set, said sets of conductors being arranged at opposite sides of the highway, a highway a circuit closer controlled by said gate circuit closer and the contact rails of said second set at opposite sides of the crossing,

car carried current collectors designed' to bridge thecoperatin'g sets of conductorsV and close the circuit therethrough in the normal condition of said circuit closer when a train approaches the highway lcrossing from either direction, and signals connected f in circuit` with said circuit clser and adapted tosound upon the closing of the circuit.

7 Inl a train stopping system, the combination with ntersecting lines of trackways,

of a set :f conductors' arrangedl longitudi-4 nally of each trackw'ay and spacedapartand' connected alternately with feed: and'.freturi''i,jY

sito

'an electric circuit, a second s `bridge the coperating sets of conductoli's and close the circuit therethrough 'nis'm u der the control of said current collec- I n the cars are in close proximity to one nother, car carried stopping mecha- `tors, and ccnnections between corresponding contact rai`l`s\ of` the intersecting trackways whereby car approaching the crossing simultaneously n -the intersecting trackways will be bro ghtv-to 'a standstill. A

8. In a train sto ping system, thecombination with a traclray, and stations along the trackway and spa led apart, of a set of conductors arranged-lo gitudinally of the trackway and spaced apt rt and 'connected alternately with feed and return wires of 4 A v of conductors coperati'iig` with the first set' nd arranged longitudinail-yA of the traclway and spaced apart and eachof a length corres onding 'toi' the length of two di' said first cond I tors and parallel therewith, a third set of co ductors similar to said first set, a fourth set milar to said second set and staggered rela vely`\ thereto and coperating with said third set,-

the coperating conductors of the sets se v-g ing to divide the trackway into sections, cr carried current collectors designed to bridge the vcoperating sets of conductors and close l\ the circuit therethrough when the cars are \v` :longitudinally 'tuated upon a trai in close proximity to one another, car carried stopping mechanism under the control of said current collectors, and means operable from each station whereby a train within any section between such station and an adjacent vstation may stopped.` l

9. In a train stopping system, the combination with a trackway, of a set of conductors arranged longitudinally of the trackway and spaced apart and connected alternately with feed and return wires of an elec-- tric circuit, a second set of conductors cooperating with the first set/,and arranged of the track/way and spaced apart land each of a length corresponding to the length of two of said first conductors and parallel therewith, a third set of conductors similar to said first set, a fourth rset similar to said second set and staggered relatirelytheretov and coperating with said be automatically;

third set, car carried current collectors deu signed to bridge the coperating sets of conductors and close the circuit therethrough when the cars are in close proximity to one another, car carried stopping mechanism under the control of said current collectors, and a portable instrument adapted to bridge the coperating sets of conductors and embodying audible signalsl adapted to be acreaching the\device within a prescriber ance. In testimony whereof-'we aiiix our signatures in presence'of two witnesses.

- v v ANGELO MAINARDI.

l SEVERINO MAINARDI. HENRY.MAINARDII.

Witnesses:

J OHN J. McCAR'Hr E. EDMoNs'roN, Jr. p 

